Electric train-stop system.



T. W. VICKERS.

ELECTRIC TRAIN STOP SYSTEM.

APPLICATION FILED AUG-2B, 1914. 1 ,1 91 ,749, x Patented July 18, 1916.

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WITNESSES //v1 /v TOR ATTORNEYS ms NOkRIS PETERS a1. Pnaw-unlou wAsHlNO mu. D cv T. W. VICKERS.

ELECTRIC TRAIN STOP SYSTEM APPLICATION FILED AUG.2B, 19M. .4 1 ,1 9 1,?49 Patented Ju1y18, 1916.

'5 SHEETS-SHEET 3.

WITNESSES I IIVI/EN TOR ATTORNEYS HIE Nvmns PETERS :11.Pmrnlulm:v mumncmn. o. c.

T. W. VICKERS.

ELECTRIC TRAIN STOP SYSTEM.

APPLICATION FILED AUG-28. 1914.

Patented July 18, 1916.

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ATTORNEYS T. W. VICKERS.

ELECTRIC TRAIN STOP SYSTEM.

APPLICATION FILED AUG-28. 19M.

Patented July 18, 1916.

SHEETS-SHEET 5.

.INVENTOR Ker;

ATTORNEYS THEODORE W. VICKERS, OF FORSYTH, MONTANA.'-

ELECTRIC TRAIN-STOP sYsTEM.

Specification of Letters Patent.

Patented July 18, 1916.

Application filed August 28, 1914. serial No. s59,o49.

To all whom it may concern:

Be it known that I, THEODORE W. VICK- nns, a citizen of the United States, and a resident of F orsyth, in the-county of Rosebud and State of Montana, have invented a new and Improved Electric Train-Stop System, of which the following is a full, clear, and exact description.

This invention relates to an electric block system of that type which includes-a trip device for each block, which is adapted to be set under emergency conditions to a position where it will cause the propelling power of the train to be interrupted and the brakes set so as to stop such train in order to prevent a collision or other accident.

The invention has for its general objects to improve and simplify the design and installation of a system of the character referred to so as to be reliable and efficient in use and entirely automatic in operation, whereby a train when within the danger zone of a train ahead will be stopped if the engineer fails to observe the condition of the signal or stop device, so that collisions are positively prevented. 1

A further object of the invention is the provision of a system of that type in which the rails are divided into blocks and used as conductors, with a source of current connected between the rails of each block, and also connected across the rails is a relay or equivalent means which is adapted to be short-circuited by the wheels and axles ofa train and thereby control additional circuits for withdrawing the-train stopping devices from the path of the train whenever a preceding block is clear, itbeing understood that the train stopping devices are normally set against the passage of the train so that if one train approaches within the danger zone of another train the-said stop device for the second or following train will remain in set position so as to stop the latter, whereby one train cannot approach another nearer than the distance of a block.

Another object of the invention is the provision in each block of alock-out or back control means for holding the stop device in inoperative position so that it will not stop a locomotive on the rear of a long train.

For a more complete understanding of the invention reference is to be had to the following description taken in connection with the accompanying drawings, which illus ,trate one embodiment of the'invention, and

wherein similar characters of reference indicate corresponding parts in all the'views, and in which Figure 1 is a diagram showing three blocks of a track with the electric circuits and necessary instrumentalities for the train stop system, the blocks being shown as unoccupied by a train; Fig. 2 is a similar view with a train in the second block to show the manner in which such train automatically causes the stopping device of such block to be thrown out of operative position and automatically controls the stopping device of the block to the rear, whereby such stopping device will be maintained set; Fig. 3 is a diagrammatic view of the blocks with a long train in the second block and just entering the third block to show the manner of working of the lookout or back control means for the stop device; Fig. 4 is a diagrammatic view with the train occupying the third block and showing the control of the last block by a train; and Fig. 5 is a diagrammatic view of a blockembodying modifications.

Referring to the drawing, the blocks are designated I, II, III, the block I extending from the point 1 to the point 2,.block II from the point 2 to the point 3, and block III from the point 3 to the point 4, and each block comprises main rails A and A with insulated sections a; and a at the left end of each block. In electric train systems the main rails of one block may be connected with the main rails of adjacent blocks by bond wires 6 and b which bridge the insulated sections a anda, so that the rails can be used for the return side of the power cir cuit for the electric locomotives or cars. The

rail sections a and a do not overlap so that V a car standing thereon will not leave the block to the rear open.

Suitably arranged at each block is a stop device S which is an electrically-operated arm or equivalent means that is mounted at one side of the track and is adapted to be thrown inwardly to lie in-the path of some device carried by the locomotive for'causing the propelling power of the locomotive to be interrupted and-the brakes to be set. This arm may be arranged in an overhead position or directly at thetrack, according to the location of the power throw-off and brake-setting means of the locomotive. Normally the stop devices S are in set position,'and whena track is clear for a train to pass, the train will, in approaching the stop device and while a suitable distance therefrom, cause such stop device to be thrown to inoperative position so that the train can pass Without being stopped.

The track rails A and A are normally energized by current, and for this purpose a battery B has its opposite terminals connected with the respective rails. A main relay R has its opposite terminals connected by wires 5 and 6 with the main rails A and A, so as to form with the battery B a 001m plete circuit whereby the relay will be normally energized. The relay,which in the present instance is shown as of two coils 7 and 8, although one may be employed with a double-ended core, is adapted to be short circuited by the wheels and axles of a train, so that the controlling condition of the relay is changed, with the result that the stop device S of the last block through which the train passed will be held in such position as to prevent a train from passing through such last block while there is a train in the preceding one.

To enable one block to control the stop device of the next block to the rear, a line wire L extends from one block to another, and at the forward or distant end, considered in the direction in which the trains travel, the line wire contains a source of current B which has one terminal grounded at 9, and also at this end of the line wire is a circuit breaker consisting of fixed and movable con tacts 10 and 11, of which the movable contact is the armature of the section 7 of the relay R. The opposite end of each line wire includes a stop -or trip-operating circuitcontrolling relay R and a circuit closer consisting of fixed and movable contacts 12 and 13 of a line-closing relay R such relay serv ing to connect the line wire to ground at 14. When a line wire circuit is closed by the contacts 10 and 11 at the forward end being engaged and the contacts 12 and 13 at the rear end also being engaged, current will flow through the relay R and cause the stop device S of the block in which a train has entered, to be thrown-to inoperative position, this result being accomplished by the relay R closing a local circuit which includes contacts 15 and 16, a motor on for the stop device S, and a battery B The extremity or section 8 of the main relay R controls a local circuit in which the line-closing relay R is included. Normally this local circuit is opened by the movable contact 17 of the relay being separated from the fixed contact 18, so that no current will flow from the battery 19 in this local circuit. When a train is in a given block the relay R is deenergized and consequently the local circuit that contains the relay R will be closed, so that the line wire leading from the block ahead to the train-containing block will be closed, and consequently the relay R in such closed line wire will close the stop operating circuit for the purpose of moving the stop S to inoperative position, so that the train can pass through the block in which it has entered, and simultaneously with these operations the deenergized relay R of the train-occupied block will cause the line wire leading to the next block in the rear to be opened by the armature or contact 11 moving away from the contact 10, and this condition will be maintained as long as the train causes the relay R to remain deenergized. By this opening of the line wire extending from the train-occupied block to the one in the rear, the stop device S of such rear block will be kept intrain-stopping position, so that if a second train should approach the engineer can see the stop device in set position and bring his train to a stop; or, if he does not see the set stop device, the latter will automatically stop his train.

By reference to Fig. 1 it will be observed that none of the three blocks is occupied by a train, and consequently the stop devices S are in set position, and it will be observed that current is flowing only through the circuit containing the relays R, as is indicated by the arrows. When, however, a train occupies a block, as in the case of block II, Fig. 2, the main relay circuits of blocks 1 and III will be closed, whereas the relay R of block II will be deenergized by the train T, (the train being represented conventionally by a pair of axles) so that current flows from the battery B through one rail, the wheels and axles, the other rail and battery. This de'e'nergizing of the relay R of block II will open the line wire L extending from block II to block I, so that it will be'impossible for the trip or stop-operating circuit of block I to be closed. The line wire L extending from block III to block II will be closed by the local circuit relay R being energized and thereby connecting the line wire to ground at 14 through the contact 13 engaging the contact 12, and co-nse quently the line relay R will close the circuit for the stop S of block II, whereby the stop will be raised to inoperative position so that a train can pass.

In case of long trains it is sometimes necessary to connect a locomotive as a pusher to the rear of th train, and therefore means are provided to prevent the stop device from being re-set before the rear locomotive passes it. To accomplish this result the insulated rail sections a and a are connected by wires 20 and 21 with a battery B so 7 rent will attract the movable contact 22 against the fixed contact 23 and thereby connect a battery 13 with the line wire, which battery has a grounded terminal 25. As long as the wheels of a car are on the rail sections (a and a, the battery B will be connected with the line wire and keep the relay R thereof energized, so that the circuit of the motor m of the stop device will continue to hold the stop in clear position, as shown in block II, Fig. 3.

In Fig. 3 T and T represent the front and'rear locomotives of a long train, and it will be noted that the rear locomotive is still behind the stop device S of the block II, the front locomotive T is in block III, and a car is on the rail sections a and a. The back control circuit is accordingly closed and current flows from the battery B through the relay R wire 21, rail sections a, the axles and frame of the car, rail (1-, wire 20 and battery B This energizes the relay R and the movable contact 22 thereof is moved into engagement with the contact 28, so that the battery B is connected with the line wire L to maintain the relay R in block II energized for the purpose of holding the stop device S of such block in inoperative position until the locomotive T passes it. This back control, however, lasts until the train passes off the rail sections on and a. It will be noted that the circuits of block III have been so controlled by the entering train that the stop S thereof is in inoperative or retracted position. In Fig. 4 the train has proceeded almost through block III, but has not reached the rail sections a and a, so that the back control or stop lockout means is not in operation, but the stop device S of block III is still retracted, and the stop device S of block II is locked in operative position, since the line wire between these two blocks is opened by the contact 11 being separated from the contact 10 of the relay R in block III. It will also be noted that the back control or stop lock-out means will hold the stop in retracted position so as not to b in the way of train hands who may be on top of the cars.

Condensers C are connected with the various circuits so as to take care of the induction of the lines and relays, especially where alternating currents are used for propulsion power. The relays may be placed in iron cases or shells so as to perform the service of choke coils. The diagrams are shown for a double track system in which the trains move from right to left, but it is to be understood that the principles of the train stop system may be adapted for a single track railroad. In this case stop de-' vices are preferably arranged at the en trance and exit terminals of a block.

In the modification shown 111 Fig. 5, the

relay R has its contact 17 connected with the forwardly-extended line wire L and "is adapted to engage the contact 18 and ground such line wire when the relay is deenergized by a train short-circuiting the battery B. Current thus flows through the relay R and this in turn closes the circuit 15, 16, B and m, so as to retract the stop device S to clear position. By connecting t'he line wire to contact 17, the local circuit, that includes the relay R and battery 19, in the other figures, is dispensed with.

In the modification, the switch contact 11 carries an insulated contact 11 which is adapted to engage a contact 11 which is connected to ground at 11, to thereby connect the forward end of the line wire to ground when the switch contact 11 moves to open circuit position. This prevents, in the line wire extending to a rear block, the flow of current from an outsidesource, as by a short circuit, and thus avoids the energizing of the relay R of the rear block and the throwing of the-stop S to clear position. By providing for the ground of the line wire at 11, it is necessary to open the line wire at the stop lock-out circuit, and

therefore, the contact 22 thereof carries an connection with the accompanying drawings, the advantages of the construction and method of operation will be readily understood by those skilled in the art to which the invention appertains, and while I have described the principle of operation, together with the system which I now consider to be the best embodiment thereof, I desire to have it understood that the system shown is merely illustrative and that such changes may be made when desired as are within the scope of the appended claims.

Having thus described my invention, I claim as new and desire to secure by Letters Patent:

1. A block stop system of the class described comprising a track divided into blocks, a line wire extending from one block to another, a normally open switch at one end of each wire, a normally closed switch at the opposite end, a source of current connected with the closed switch end of each line wire, an electrically operated stop device at each block and including a normally open circuit, means in each line wire adjacent the normally open switch thereof for closing the circuit of the associated stop device, a normally energized circuit for each block and including a source of current connected with the track rails and also including electrical means for holding the closed switch of one line wire closed until the last electrical means is short circuited by a train on the said rails, and simultaneously effecting the closing of the open switch of another line wire, insulated rail sections at the end of each block, a source of current connected therewith, whereby a circuit is completed when a train contacts with the said rail sections, and means controlled by the flow of current through such circuit to connect a source of current with the line wire, whereby the train stop device will be maintained in clear position as a train is passing through a clear block.

2. A block stop system of the class described, comprising a track divided into blocks, a line wire extending from one block to another, a normally open switch at one end of each wire, a normally closed switch at the opposite end, a source of current connected with the closed switch end of each line wire, an electrically operated stop de-' vice at each block and including a normally open circuit, electrical means in each line wire adjacent the normally open switch thereof for closing the circuit of the associated stop device, a normally energized circuit for each block and including a source of current connected with the track rails and also including electrical means for holding the closed switch of an adjacent line wire closed until the last mentioned source of current is short circuited by a train on the said rails, insulated rail sections at the end of each block, a source of current connected therewith, whereby a circuit is completed when a train contacts with the said rail sections, and means including a source of current and controlled by the flow of current through the circuit of the insulated rail sections to connect said latter source of current with the line wire, whereby the train stop device will be maintained in clear position as a train is passing through a clear block.

3. A block stop system of the class described comprising a track divided into blocks, a source of current connected with the rails of each block, a relay connected with the rails and normally energized by the said source of current and adapted to be denergized when short-circuited by a train, a line wire extending from one block to another, a switch in each line wire normally closed by the associated relay, a source of current connected with the closed switch end of each line wire, a normally open switch at the opposite end of each line wire and adapted to be closed upon the deenergizing of the associated relay, a relay in each line wire having normally separated contacts, a stop circuit in each block controlled by the associated line wire relay, insulated rail sections at the end of each block, a source of current connected therewith, whereby a circuit is completed when a train contacts with the said rail sections, and means controlled by the flow of current through such circuit to connect a source of current with the line wire, whereby the train stop device will be maintained in clear position as a train is passing through a clear block.

4-. A block stop system of the class described comprising a track divided into blocks, a line wire extending from one block to another, a normally open switch at one end of each wire, a normally closed switch at the opposite end, a source of current connected with the closed switch end of each line wire, an electrically operated stop device at each block and including a normally open circuit, means in each line wire adjacent the normally open switch thereof for closing the circuit of the associated stop device, a normally energized circuit for each block and including a source of current connected with the track rails and also including electrical means for holding the closed switch of one line wire closed until the last electrical means is short circuited by a train on the said rails and simultaneously effecting the closing of the open switch of another line wire, insulated rail sections at the end of each block, a source of current connected therewith, whereby a circuit is completed when a train contacts with the said rail sections, a normally open switch controlled by the fiow of current through such circuit to connect a source of current with the line wire, whereby the train stop device will be maintained in clear position as a train is passing through a clear block, means for grounding the forward end of a line wire when the normally closed switch is open, and means associated with the last mentioned switch for opening the line wire between the forward end thereof and said last-mentioned switch.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

THEODORE W. V ICKERS.

l/Vitnesses E. F. MEYERHOFF, M. SNOOK.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washingtoml). C. 

